786:
in
October 1875 and implemented a year later. However, in the interim it was very difficult for Brogdens to get clear prompt decisions. Brogdens got less work than they had hoped and it became available more slowly than expected. Communications between UK and New Zealand were obviously slow so it was difficult to know how many men to send at any given time. Sometimes Brogdens could not find work for the men when they arrived. Men reneged on their promissory notes. There were disputes over working hours, wages and whether they should be paid when the weather stopped the work. Gradually the men drifted away. By August 1873, 2172 English immigrants had been brought out. They included 1299 working-age men who were contracted to work for Brogdens for two years but only 287 of them were still working for them. Most of the men were agricultural labourers, rather than true navvies and they found local agricultural labour and working conditions more attractive than navvy work.
229:, providing a guarantee of receipts for the first three years. He owned the land there and expected the station to help with its development. Marsland Road (the A6144) crosses the railway at this point before reaching Washway Road (A56). Just at the junction of these two roads are Brogden Grove and Brogden Terrace, with Victorian terrace houses on them. It is likely that Brooks sold or leased this land to Brogden at a favourable rate and Brogden built these houses on it. In turn the houses helped to justify the station and launch Brooklands as a place to live. Nearby Brogden built Raglan House, Raglan Road to be their new home. In short, an alliance between Brooks and Brogden.
556:
immediate aftermath of the strike
Alexander Brogden was so highly regarded by his workforce in Maesteg that, for a time, it was suggested that the planned town hall in the valley should be named in his honour. By 1874 however, after a brief period of prosperity, profits slumped as the Tondu and Llynvi works faced competition from cheaper producers abroad and, more importantly, from cheap Bessemer steel. Losses accumulated until the company's debenture holders opted for voluntary liquidation in January 1878.
560:
holding in
December 1877, a move which would have resulted in bankruptcy proceedings with disastrous consequences for the debenture holders. As a result, the holders opted for the lesser evil of voluntary liquidation. The merger of 1871–2 proved to be disastrous for the Brogdens as they forfeited effective control over their Welsh enterprises, and expanded their exposure to iron, at a time when the south Wales wrought iron trade was about to enter a period of terminal decline.
428:. In 1867 there was an explosion but no-one was hurt. It resulted in the closure of the colliery for a year. About 1880 the pit was idle for another year but in 1882 it was sunk to a depth of 250 yards, 3 seams being worked. In addition there were 60 coke ovens producing 1,000 tons of coke weekly. It was after the sinking of Oakwood and Garth Pits that the village of Garth developed. Garth Pit closed in 1930 when it employed 616 men.".
543:
form a new joint stock company, the Llynvi, Tondu and Ogmore Coal and Iron
Company which was 'floated' in May 1872. The merger was probably inevitable as, in 1870, the Brogdens were challenged by the Llynvi company in the High Court after the former company had crossed the boundary of the latter in the Coegnant district and mined large quantities of Llynvi coal without permission. The Vice-Chancellor, Sir
683:. Vogel travelled to London to negotiate loans and concluded an agreement with Brogdens to construct railways and provide plant to the value of £500,000. He also negotiated a much larger alternative contract, subject to Parliamentary approval, which would give the colony £4,000,000 of railways and 10,000 immigrants in return for transferring 3,000,000 acres (12,000 km) of land to the contractors.
473:
from
Brogdens. George, the only Brogden son not to be a partner in John Brogden and Sons, was connected with this first Bwllfa-Merthyr company. It seems to have been reorganised in 1881. On 17 April 1890 a meeting was held at the pit head, attended by about 700 colliers, at which George was presented with an illuminated address and described as the proprietor.
665:. In October 1868, shareholders funds were unchanged but debentures stood at £180,000, loans £17,500 and creditors at £65,000. It follows that Alexander's share investment, now lost, had been about £13,700, plus one share of £1,000 in the Mont Cenis Concessionary Company which had been formed earlier to negotiate concessions from the two governments.
386:(announced 1856) began to undercut the old iron-making processes. That was bad luck but possibly they should have observed the Bessemer process more carefully before expanding the factory especially as Galloways, who supplied the bridges for the Ulverston and Lancaster Railway, were key players in the development of the Bessemer process.
472:
The Bwllfa Dare No. 1 Pit was opened in 1856 by E Lewis and worked by the Byllfa
Colliery Co. Ltd., then Brogdens and then the Bwllfa and Merthyr Dare Steam Coal Collieries Ltd. There seem to have been two Bwllfa and Merthyr Dare companies. The first was founded in November 1876 to purchase the lease
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2002) and a small group of houses called Tywith
Cottages can be found on the left. From this (as well as the references below) it seems reasonable to suggest that Brogdens' Tywith Colliery was in this area. It's worth noting that about half a mile beyond Tywith Cottages, but on the right, there is a
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There were considerable difficulties in the operation of the contracts and the management of the men. During the period 1870–1875, political power gradually transferred from the
Provinces to the central government, partly because of the railway question. The Bill to abolish the Provinces was carried
559:
The company would have probably survived the trade depression of the late 1870s were it not for the untimely intervention of one of the old Llynvi company's
Debenture Holders, probably George Moffatt, former chairman of the Llynvi Coal and Iron Co Ltd. Moffatt decided to withdraw his large debenture
520:
At the end of
January 1865 James Brogden acquired 32 acres (130,000 m) of land adjoining the dock on behalf of the firm. In May 1867 he granted leases on the western side of what was to be the main street, to be called John Street in honour of his father. When Alexander later assumed control he
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of 1846. If so then perhaps it would have been cheaper to build the line as dual gauge from the start instead of building a dock. Perhaps even this was not permissible. The Llynvi Valley Railway was formed in 1861 by reopening pre-1846 lines. This is probably why it was permitted to use broad gauge.
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Act in June 1864. This included the new dock, to be run jointly by the two companies. This covered 7 ½ acres, had 2,300 ft (700 m). wharfage, four high level loading stages and a capacity of 5,000 tons of coal per day. It cost £250,000. In July 1866 the Lynvi and Ogmore companies were
702:
In England Brogdens were offering better terms than the New Zealand government, mainly in the sense that they paid most of the necessary costs themselves, relying on promissory notes from the immigrants, whereas the government wanted substantial payments in advance which were hard for a working man
278:
Act was passed on 6 June 1844, establishing this as the route for the main line. Instead of Furness becoming part of the national rail strategy, it was now a backwater. It could only be connected to the main network by local efforts and these would involve crossing Morecambe Bay, with its notorious
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in August 1871 and returned to England early in 1873. The diary that he kept during his journey shows that he was engaged in very difficult and protracted negotiations. In October 1871 the New Zealand Parliament rejected the larger contract but allowed the ministry to negotiate an extension to the
542:
In December 1871 the fortunes of the Brogdens began to change when the firm made an agreement with the neighbouring Llynvi Coal and Iron Company Ltd which owned a large integrated ironworks at Maesteg, six miles (10 km) north of Tondu. As a result of the agreement, the two companies merged to
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was passed in 1864 and the railway was opened in 1869 (goods only) and 1870 (goods and passengers). James Brunlees, previously noted, was the engineer. It was a failure in the long run because the cast iron viaduct could not withstand the ice-floes which were a regular feature of the winters here.
792:
Although this was not a happy result for Brogdens, the results for New Zealand and the families themselves were good. New Zealand obtained useful citizens who were very happy with their work, wages, food and social conditions. Their letters home encouraged more people to come. Many of today's New
694:
The government started its own immigration programme and also made an agreement with Brogdens that Brogdens would dispatch up to 2000 able-bodied men plus wives and children to a maximum of 6,000 adults. For this privilege Brogdens had to pay the government £10 per adult and could take promissory
660:
Although the railway was successful in technical and service terms, it is doubtful whether the shareholders got any of their money back and Brogdens had invested a lot. Out of 8,678 shares issued (as of August 1866), Alexander had taken 792. By November 1867 £150,000 had been raised by shares and
419:
land, sank the Garth pit and erected coke-ovens, which they worked until the depression in 1877 forced their closure. Richards (1982) says (re Garth Colliery, 1864), "J. Brogden & Sons bought Garth Fach and Cwmdu Canol Farms and sank this pit in 1865. The sinking operations were supervised by
269:
and were developing mines there by December 1850. In 1850 the second largest haematite ore deposit in British history was discovered by Schneider and Co. at Park, on the Duddon shore in Furness. By 1855, in addition to Stainton, Brogdens had mines at Adgarley and Bolton Heads. Mining capacity was
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The line was opened on 26 August 1857. Gross expenditure was over £410,000. Brogdens were struggling financially and in 1858 approached the Furness for another loan but declined to accept the stringent conditions demanded. Finally in 1862 Brogdens sold the U&L to the existing Furness Railway
555:
areas who closely monitored the progress of the new venture. In 1873, during a major strike among the iron company workers in south Wales, Alexander Brogden acted unilaterally and settled amicably with the workforce a month before the strike eventually ended in the rest of the coalfield. In the
533:
When John Brogden senior died in December 1869, Alexander assumed his father's position as head of the firm and came to Tondu to take control. He chose to reside in the vacant house of the co-respondent in James's divorce, despite the latter's protestations and offer to vacate Tondu House. This
333:
In 1851 Brogdens had been poised to take over the Furness Railway itself and a draft agreement was made between Burlington and John Brogden senior but the F.R. directors refused to ratify it. Thus Burlington's fellow directors saved him and his family from losing a great prize and prevented the
718:(1822–1896), a member of Featherston's recruitment staff who interviewed nearly all the "Brogden navvies", had been a Chartist sympathiser and an active propagandist for improved working class conditions before emigrating to New Zealand in 1850 and the campaign worked closely with the unions.
379:, was in difficulties. In December 1853 they purchased for £10,000 the leases of the land and mines that he held. In the following January they purchased the works itself for £35,000. In July they acquired the leases of other farms and mines previously held by Sir Robert.
550:
Although the Brogden family were the main shareholders in the new company and Alexander Brogden was the chairman, the family, for the first time, relinquished control over their fortunes as the new company had a large number of 'vocal' shareholders in the Manchester and
334:
Brogdens from gaining it. However, as the expensive work proceeded Brogdens ran short of money and had to ask the Furness Railway for financial assistance. As the FR legally could not do this, two of their directors made a loan of £50,000 in their personal capacities.
695:
notes from the adult immigrants not exceeding £16 each. Brogdens hoped for great things and, under pressure from the New Zealand government began in April 1872 to ship immigrants. These immigrants, and rail workers in general in New Zealand, gained the nickname
342:
and its locality and mining interests. It also caused silt to build up in former tidal areas, creating new agricultural land. Brogdens' decision to sell this valuable railway, with good growth prospects, suggests that they were short of cash.
905:
with effect from 26 July. On 11 January 1884 the liquidations of Alexander and Henry were announced in the London Gazette. They had presented petitions for liquidation estimating their liabilities upwards of £500,000 with assets of £3,830.
576:
at favourable prices. A draft contract had been initialled by Alexander but never formally completed and Alexander decided to cease deliveries without notice. The Metropolitan held that the draft contract was valid and had been breached. A
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106:
In 1832 he successfully tendered for a contract with the local council (the Bororeeve) to undertake the cleansing and watering of Manchester. Around this time he obtained a similar contract in London. In 1843, as a partner of
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amalgamated to make the Llynvi and Ogmore Railway with Alexander Brogden as chairman. When the new dock was opened on 22 July 1867 it was part of this new company. The place of honour went to the Brogden screw steamer SS
504:
It is not entirely clear why they built the Ogmore Valley as a standard gauge railway in a broad gauge area, forcing the decision to build a dock at considerable expense. It may have been unavoidable owing to the
273:
George Stephenson had planned a West Coast main Line to cross the mouth of Morecambe Bay and this would have linked Furness with the developing national rail network. However this plan was shelved in 1843. The
310:
and Stileman at 19 miles (31 km) in length of which 10 miles (16 km) comprised embankments and viaducts across tidal water. Much of this was sand running to a depth of 30 to 70 feet (21 m).
2229:
1244:
Richards (1982) says, "It (Tywith) was closed to make room for the sinking of Coegnant Colliery and was the only works at the time where workmen were paid in cash and not under the truck shop system."
2304:
513:
The trade of the new dock grew rapidly. In 1864 only 17,000 tons of coal passed out of the old outer basin but in 1871 the new inner dock shipped over 165,000 tons. In July 1873 the
547:, ruled in favour of the Llynvi Coal and Iron Co. and the Brogdens had to face a very large demand for compensation or an expensive appeal. The merger of the two companies quickly followed.
375:
in south Wales. The bulk of iron ore mined in Furness had been sent there and the Brogdens became aware that Sir Robert Price, the owner of the Glamorgan Iron and Coal Works at
649:. Fell and Brunlees were the engineers. Fell designed the engine/rail system for mountain use and Brunlees designed the route in accordance with Fell's design. This temporary "
261:
In the late 1840s the Brogdens became interested in iron ore mining in the Furness area of North Lancashire (now Cumbria). In 1846 John senior became a shareholder of the
885:
Richardson (1881) page 46 also refers to an ironworks in Finland and copper mines in Russia. An obituary of Henry Brogden refers to work in Australia and South America.
79:
was a firm of Railway Contractors, Iron and Coal Miners and Iron Smelters operating, initially as a general contractor, from roughly 1828 until its bankruptcy in 1880.
789:
Consequently, work was slower than expected and in 1879 the company was in dispute with the New Zealand Government over contract payments. Bankruptcy soon followed.
401:
When the horse-drawn Dyffryn Llynvi and Porthcawl Railway was replaced by the steam-hauled broad gauge Llynvi Valley Railway in 1861, the prospects of the Tondu and
412:
Tywith is very close to Coegnant and later there was a court case in which Brogdens were alleged to have extended their mine into Coegnant's territory (see below).
2249:
1192:
Edgar and Sinton, page 9 is a photograph of the invitation to the cutting of the first sod on 28 March 1865 on which the chairman is stated to be "Alex. Brogden"
622:
521:
stopped this venture. However, when the firm was dissolved, Mrs James Brogden acquired the land and she and her husband established on it the nucleus of modern
398:
who was then at 22 the junior partner. He made good progress. In 1859 he married Helen Dunbar Milne. This marriage was unhappy and was dissolved in 1865.
314:
Work on the line was not in full progress until September 1853. McClean and Stileman had resigned as engineers the previous February and were replaced by
279:
tidal quicksands. The Furness Railway directors collectively, led by Burlington, were not keen to take responsibility for this risky project although the
1644:
1631:
1126:
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on 24 July 1851). The directors were: John (sen.) John (jun.) Alexander, Henry, James Garstang (Alexander's father-in-law) and Joseph (later Sir Joseph)
2284:
2234:
1458:
210:
1455:
917:, the 'Nitrate King', produced iron at the Tondu site until 1896 before concentrating on the booming coal trade in the Llynfi and Ogmore valleys.
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and Hunts Bank. Then in March 1843 he gained the contract for the new station at Hunts Bank. This was opened on New Years Day 1844 under the name
2224:
2299:
2294:
1786:
1736:"On the Construction of the Sea Embankments, across the Estuaries Kent and Leven, In Morecambe Bay, for the Ulverstone and Lancaster Railway"
1611:
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of Manchester. Brunlees had already completed a similar project and went on to achieve great eminence. He worked again with Brogdens on: the
111:(later Sir Joseph), he contracted to sweep the streets of Manchester with Whitworth's patent machines. They undertook a similar contract in
677:, the Colonial Treasurer and soon to be Prime Minister, authorised the colony's first major railway construction programme as part of his
2239:
1257:, p 169 refers to Ty Chwith Bridge and Ty Chwith Cottages in this location. Ty Chwith may have been the original Welsh name for Tywith.
510:
What is clear is that Brogdens sold off the Ulverston and Lancaster at about the same time as they started the Ogmore Valley Railway.
266:
1774:
Gooderson, P.J. "Railway Construction in Mid-nineteenth Century North Lancs., A Study based on the Diary of James Stelfox 1855–70".
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level. They worked both of these until 1872 when a new joint stock company was formed. In July 1863 they obtained an Act for the
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1419:
578:
218:
157:
2094:
2045:
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and John Brogden junior obtained contracts from that company for the North Kent Railway in November 1846 and February 1847.
2037:
1602:
Yate, Bob (2010), The South Staffordshire Railway Vol. 1: Dudley-Walsall-Lichfield-Burton, The Oakwood Press, pp 13, 66, 67
653:" was the first mountain railway in the world. It operated from 1868 to 1871, and was replaced by the railway through the
634:
358:
so they clearly had a substantial stake in that railway but their precise involvement is not clear. For this railway the
2244:
2073:
999:
Marshall (1970) p 40+, Wells J (2000) pp 73–75 and Directors' Minutes: Manchester and Leeds Railway Co. RAIL 343/3
421:
338:
having made little or no direct profit. This railway link however was critical to the later industrial development of
1951:
1932:
1906:
1883:
1850:
1827:
1764:
1689:
1681:
1310:
233:
225:. Brogdens had the contract for the second section. Samuel Brooks persuaded the company to build what we now know as
180:
146:
710:
It was not easy to persuade men or families to leave their homeland. However the 1866 recession in copper-mining in
836:
165:
1089:
Higgins (1978) p242 and Marshall(1958) p214, but Richardson(1870), page 18 has John, John, William Gale and Paxton
835:. Alexander Brogden was general manager and Henry locomotive manager. This continued until February 1860 when the
590:
295:
122:
2219:
280:
275:
1545:
Higgins (1978) p 245, Arnold (1981) chapter one, Leitch (1972), New Zealand Archives, Atkinson (2007) pp 28–39
2274:
894:
874:, which formed part of the Dutch South Eastern Railway Company (DSERC) and a new direct route from London to
395:
245:
241:
481:
The decision to build standard gauge in a broad gauge area prevented them from sending their coal either to
913:
and Maesteg were purchased by North's Navigation Collieries Ltd in 1889. The new company, initially led by
650:
486:
176:
153:
134:
88:
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445:
319:
161:
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to Peterborough. They also doubled the line from Oundle to Peterborough (contracted 11 December 1845).
203:
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as they reached the age of majority. His youngest son, George was never involved as he was too young.
1723:
1352:
493:
1798:
501:. By 1868 all lines were dual gauge so the essential motivation for the dock was no longer present.
489:. They therefore decided to build a new port at Porthcawl as the old tidal dock was unsatisfactory.
2264:
1513:
G.B. Churchman & T. Hume (1992), South Island Main Trunk, p 9, IPL Books, Sydney and Wellington
832:
739:
534:
decision made it difficult to maintain the cordial relationship necessary to manage the business.
460:) at Tondu. They also gained power to lay a third rail along the Llynvi Valley line from Tondu to
1755:
1418:
A Google search for Brogden v Metropolitan Railway will produce ample evidence of this. See also
638:
626:
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355:
327:
323:
506:
453:
286:
In 1847, a group led by Brogden and his three eldest sons began to promote a rail link between
1718:
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maps. However the B road between Nantyffyllon and Spelter is called Heol Tywith (verified on
879:
828:
755:
642:
514:
449:
307:
679:
2017:
1867:
1860:
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Directors' Minutes: Manchester and Birmingham Railway Co RAIL 454/3 and the contract 454/11
844:
573:
8:
2155:
1231:
751:
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729:
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was promoted and construction overseen by a partnership consisting of Alexander Brogden,
544:
425:
858:
Brogdens held the concession to construct about 50 miles (80 km) of railway – the
793:
Zealanders have ancestors who were members of the families who emigrated at this time.
456:
from Nantymoel at the head of the valley to a junction with the Llynvi Valley Railway (
226:
196:
118:
In 1844 Brogden moved to London because the focus of his interests had moved to there.
1165:
To sell the U&L to the F.R. at par for 4% Preference Stock – Marshall (1958) p 218
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1947:
1928:
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1898:
1879:
1846:
1842:
1823:
1819:
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882:. There was some dispute with the DSERC but the nature of this dispute is not clear.
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359:
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areas improved and in 1863 Brogdens obtained a new lease of the Tywith lands in the
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growing fast. This ore was sent to market via the Furness Railway and then by ship.
2269:
2168:
2164:
2106:
2085:
1305:
David Owen (2001), South Wales Collieries, Vol. 1, Stroud: Tempus Publishing Ltd.,
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The partnership of Alexander, Henry and James Brogden, trading as Brogdens from 52
572:
Valley (see above) and since the beginning of 1870 had supplied coal weekly to the
383:
126:
108:
1990:
Barrow in Furness, Its History, Development, Commerce, Industries and Institutions
1944:
A Gazetteer of the Railway Contractors and Engineers of Northern England 1830–1914
1563:
Minutes of the N&P Committee of the London and Birmingham Railway RAIL 384/105
171:
In October 1845 he obtained a contract to build the Ashton Branch of the M&B (
99:(not yet a city). In 1828 he appears in the Manchester Directory in Every Street,
1433:
Gilpin(1988), Richardson (1881), p 47 and Ransom(1999) pp 22, 30-33, 42, 57/8, 64
1227:
855:
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for sections of railway totalling 159 miles (256 km) at a cost of £808,000.
262:
133:
and this relationship was renewed in Manchester. Brooks was vice-chairman of the
714:
and bitter disputes between farmers and farm labourers assisted the recruiters.
330:
and New Zealand railways. He worked again with the Galloways on Southport Pier.
2310:
Construction and civil engineering companies disestablished in the 19th century
898:
646:
630:
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315:
2010:. Wellington, New Zealand: The New Zealand Railway and Locomotive Society Inc.
492:
They obtained the co-operation of the Llynfi company and jointly obtained the
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867:
303:
172:
2197:
1787:"The Brogden Pioneers of the early industrial development in Mid-Glamorgan"
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771:
765:
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597:(1877), each of which held for the Metropolitan. This case is an important
586:
437:
406:
299:
2034:
The Eleven Towns Railway – The Story of the Manchester and Leeds Main Line
1642:
Andrews, Michael (January 1966). "The Origins of the Furness Railway 2".
1629:
Andrews, Michael (October 1965). "The Origins of the Furness Railway 1".
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so he was also well placed to help Brogden gain early railway contracts.
112:
35:
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took it over from the Llynvi and Ogmore, guaranteeing a dividend of 6%.
2200:
Includes details of Brogdens' dealings with the New Zealand Government.
871:
840:
735:
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Brogdens had other difficulties. They owned the Bwllfa Colliery in the
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662:
598:
552:
522:
461:
372:
291:
287:
192:
92:
2015:
Wells, G.J. "The Manchester South Junction and Altrincham Railway".
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990:
Directors' Minutes: Manchester and Birmingham Railway Co. RAIL 454/1
2182:
1478:
1107:
Richardson (1870) p19, Brunlees (1855) Marshall (1958) p 214–6
863:
821:
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to find. For this reason the colony's Agent-General in London, Dr.
569:
184:
2230:
Construction and civil engineering companies of the United Kingdom
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valley, from which they raised coal and iron in large quantities.
318:. The viaducts over the Kent and Leven were designed and built by
294:, on the Lancaster–Carlisle line and they eventually obtained the
265:. They took ore-mining territory at Stainton in the estate of the
2122:
Gratiano (20 January 1907). "A Bit of Furness History Recalled".
1710:
Regional History of the Railways of Great Britain XII South Wales
859:
817:
775:
761:
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James Brogden travelled to New Zealand to complete them. He left
673:
Towards the end of 1870 the New Zealand Government, dominated by
537:
482:
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valley, first at the top of the valley but in 1865 they sank the
402:
100:
2305:
Construction and civil engineering companies established in 1828
2153:
Higgins, L.S. (1964). "The Rise and Decline of Porthcawl Dock".
2140:
Higgins, L.S. "Brogdens: Industrial Pioneers in Mid-Glamorgan".
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Directors' Minutes South Eastern Railway 1845–1847 RAIL 635/20
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In 1872 the company was given six rail contracts as follows:
618:
376:
1614:, Annual Report of Council (1913), Obituaries, Henry Brogden
232:
Brogden was joined in his business by his four eldest sons:
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and in August 1840 two more contracts jointly with Easthed.
103:
as a farmer, in 1829 at the same address as a horse-dealer.
2187:
1235:
road/pathway leading to the memorial for Coegnant Colliery.
2198:
Appendices to the Journals of the House of Representatives
2192:
1776:
Journal of the Historic Society of Lancashire and Cheshire
1296:
Higgins 1978 p244, Barrie 1980 p???, Owen 2002 Vol.3, p 13
1997:
Smiles, R (1870). "Memoir about John Brogden (senior)".
1287:
The name was Anglicised from the Welsh spelling "Llynfi"
903:
Chancery Division of Her Majesty's High Court of Justice
778:: part opened 12 February 1874, completed 30 August 1875
382:
These purchases took place only a short time before the
2133:
The Furness Railway, Its Rise and Development 1846–1923
1571:
1569:
604:
1859:
Manchester and Birmingham Railway Directors' Minutes:
121:
Many Brogden contracts were financed and supported by
768:: part opened 1 July 1874, completed 1 September 1875
1566:
1522:
But Watt (1965) p 51 says completion was 7 June 1875
637:, Sir Robert Dallas, Edward Blount, Jervoise Smith,
1917:
Note: These two J D Marshalls are different people.
1645:
Journal of the Railway and Canal Historical Society
1632:
Journal of the Railway and Canal Historical Society
1454:See, for example, the term's contemporary usage in
452:of which Alexander became the chairman. This was a
156:to build a viaduct between the existing station at
1255:D.P.L.R. The Story of a Railway and its Background
816:They built sluices and tidal gates at St Germans,
256:
129:They became acquainted during early life in North
1974:. Cowbridge, S Glamorgan: D Brown & Sons Ltd.
1866:Manchester and Leeds Railway Directors' Minutes:
1201:Edgar and Sinton, pp 5,10,12,13, 19, 25-29, 53-55
707:directed staff to support the Brogden programme.
211:Manchester, South Junction and Altrincham Railway
168:started using this station in the following May.
2211:
1183:J D Marshall (1981), Richardson(1870) Vol 1 p 18
901:, was dissolved on 31 July 1880 by order of the
145:In July 1838 Brogden obtained a contract on the
2250:Iron ore mining companies of the United Kingdom
1339:
1337:
909:The properties associated with the Brogdens in
95:to set up in business in the rapidly expanding
538:Llynvi, Tondu and Ogmore Coal and Iron Company
394:These purchases were put under the control of
2188:Information about people with Brogden surname
1612:Manchester Literary and Philosophical Society
420:James Barrow, who was later President of the
389:
1334:
1147:Richardson(1870) p 21, Marshall (1981) p 217
1752:
1554:Contract RAIL 384/196 dated 11 January 1844
1265:
1263:
1080:Andrews(1965 and 1966), Marshall(1958) p212
932:
930:
431:
221:to Knott Mill and the second from there to
152:In 1842 Brogden secured contracts with the
2206:Includes many relevant newspaper articles.
1987:
1978:
1941:
1379:
1377:
1375:
1373:
1371:
1369:
1213:
1211:
1209:
1207:
346:
140:
888:
528:
202:In 1846 Brogden became a director of the
199:in 1846 (jointly with Smith and Pearce).
2285:British companies disestablished in 1880
2235:Defunct engineering companies of England
2121:
1969:
1892:
1873:
1733:
1701:Trainland: How Railways Made New Zealand
1698:
1587:
1541:
1539:
1537:
1393:
1391:
1389:
1260:
927:
839:took a new lease. This line ran through
2152:
1784:
1753:Edgar, Stuart; Sinton, John M. (1990).
1716:
1654:
1641:
1628:
1488:
1486:
1366:
1204:
920:
843:and Alexander was elected as the first
563:
87:The business started in the 1820s when
2225:Mining companies of the United Kingdom
2212:
2130:
2092:
2071:
2062:
2008:Southland's Pioneer Railways 1864–1878
1996:
1960:
1839:The Coal Industry in the Llynfi Valley
1813:
1707:
1673:
1509:
1507:
1429:
1427:
1420:Brogden v Metropolitan Railway Company
1281:
851:in 1868. He held the seat until 1880.
668:
366:
2300:British companies established in 1837
2295:British companies established in 1828
2031:
1876:Furness and the Industrial Revolution
1836:
1773:
1534:
1386:
371:Another area of expansion was in Mid-
2038:Railway and Canal Historical Society
2005:
1946:. UK: Bournemouth: Melledgen Press.
1922:
1895:The Lancashire and Yorkshire Railway
1878:. Michael Moon, Beckermet, Cumbria.
1483:
605:Alpine Crossing from France to Italy
2139:
1605:
1596:
1504:
1424:
424:. He was also mineral agent to the
217:in 1849. It had two sections: from
13:
2056:
485:(via Stormy) or Blackmill via the
422:South Wales Institute of Engineers
251:
179:). He obtained contracts with the
91:moved from his father's farm near
14:
2321:
2240:Defunct companies based in London
2193:Railway and Canal History Society
2176:
2014:
1791:National Library of Wales Journal
1226:This name is not on the current
1044:See the article on Samuel Brooks
166:Liverpool and Manchester Railway
2183:New Zealand Government Archives
1578:
1557:
1548:
1525:
1516:
1495:
1479:New Zealand Government Archives
1472:
1463:
1448:
1436:
1412:
1403:
1357:
1346:
1325:
1316:
1299:
1290:
1272:
1247:
1238:
1220:
1195:
1186:
1177:
1168:
1159:
1150:
1141:
1132:
1125:The Earl of Burlington and the
1119:
1110:
1101:
1092:
1083:
1074:
1065:
1056:
1047:
1038:
1029:
1020:
1011:
296:Ulverston and Lancaster Railway
257:Ulverston and Lancaster Railway
70:London, England, United Kingdom
2290:1837 establishments in England
2169:10.1080/00253359.1964.10657793
2072:Gilpin, L.R. (February 1988).
1531:Atkins p 38 and Brogden (1873)
1002:
993:
984:
975:
966:
957:
948:
945:Richardson(1870) Vol 1-page 22
939:
281:Lancaster and Carlisle Railway
276:Lancaster and Carlisle Railway
1:
2280:Rail transport in New Zealand
2255:History of Greater Manchester
2204:Past Newspapers (New Zealand)
2093:Gilpin, L.R. (October 1989).
1942:Popplewell, Lawrence (1985).
1785:Higgins, L.S. (Summer 1978).
1071:Marshall (1958) pp 203–6
796:
436:The Brogdens also worked the
320:W & J Galloway & Sons
204:South Eastern Railway Company
2074:"John Brogden of Manchester"
1972:History of the Llynfi Valley
1797:(3): 240–252. Archived from
1727:. Picton. Papers: Brogden 1.
1398:The Iron Industry in Maesteg
742:: reached Lower Hutt in 1874
487:Ely Valley Extension Railway
476:
154:Manchester and Leeds Railway
135:Manchester and Leeds Railway
82:
7:
1988:Richardson, Joseph (1881).
1979:Richardson, Joseph (1870).
1965:. Truro: Twelveheads Press.
1963:The Mont Cenis Fell Railway
1756:The Solway Junction Railway
1703:. Random House New Zealand.
1400:, David Lewis, Swansea 2007
801:Brogdens built part of the
633:, The Duke of Vallombrosa,
467:
162:Manchester Victoria station
10:
2326:
2131:Gradon, W McGowan (1946).
1970:Richards, Brinley (1982).
1677:The Farthest Promised Land
1621:
963:Marshall(1970), Vol 1, p55
494:Llynvi and Ogmore Railways
390:Llynvi Valley / Cwm Llynfi
306:. The line was planned by
127:Cunliffe, Brooks & Co.
2245:Coal companies of England
1961:Ransom, P. J. G. (1999).
1655:Andrews, Michael (2012).
1593:Richardson (1881) pp 46/7
1353:Llynvi and Ogmore Railway
827:In July 1850 they joined
680:great Public Works policy
147:Manchester and Birmingham
66:
58:
50:
42:
31:
23:
2095:"The Bustling Alexander"
1981:Furness Past and Present
1874:Marshall, J.D. (1981) .
1734:Brunlees, James (1855).
1659:. Barrai Books, Barrow.
1584:RAIL 410/869 and 410/870
1174:Richardson(1870) page 24
1156:Richardson(1870) page 23
833:South Staffordshire line
820:, one of the outlets of
601:in the law of contract.
432:Ogmore Valley / Cwm Ogwr
415:In 1864 they leased the
89:John Brogden (1798–1869)
2063:Casson, Robert (1889).
2032:Wells, Jeffrey (2000).
1893:Marshall, J.D. (1970).
1816:Railways of New Zealand
1740:Proc. Inst. Civil Engrs
1717:Brogden, James (1873).
1699:Atkinson, Neil (2007).
1442:Brogden(1871–73) Diary
611:Mont Cenis Pass Railway
356:Solway Junction Railway
347:Solway Junction Railway
328:Mont Cenis Pass Railway
324:Solway Junction Railway
181:East Lancashire Railway
141:First Railway Contracts
2065:A Few Furness Worthies
1925:South Wales Collieries
1814:Leitch, David (1972).
1724:Welsh National Library
1674:Arnold, Rollo (1981).
1575:Richardson(1870) p 227
1253:Brynmor James (1987),
889:The End of the Company
623:The Duke of Sutherland
529:Alexander Takes Charge
454:standard-gauge railway
2220:John Brogden and Sons
2006:Watt, J.O.P. (1965).
1837:Lewis, David (2006).
1759:. The Oakwood Press.
915:Colonel John T. North
895:Queen Victoria Street
880:Flushing (Vlissingen)
591:Court of Common Pleas
515:Great Western Railway
450:Ogmore Valley Railway
77:John Brogden and Sons
19:John Brogden and Sons
2275:History of Glamorgan
2084:(15). Archived from
1923:Owen, David (2002).
1897:. Vol. 1 of 3.
1868:Public Record Office
1861:Public Record Office
1708:Barrie, DSM (1980).
1322:Higgins (1978) p 249
1138:Richardson(1870) p21
1129:Marshall(1958) p 217
1116:Marshall(1958) p 213
1017:Marshall (1970) p111
981:Cheadle and Wilmslow
936:Higgins (1978), p241
921:Notes and references
574:Metropolitan Railway
564:Metropolitan Railway
354:was chairman of the
283:was considering it.
2142:Glamorgan Historian
2105:(6). Archived from
1983:. Vol. 1 of 2.
1682:Victoria University
1657:The Furness Railway
1232:Microsoft Autoroute
669:Work in New Zealand
444:pit and opened the
367:Work in south Wales
219:London Road Station
20:
2260:History of Cumbria
1801:on 15 October 2008
1409:Higgins 1978, p247
1363:Higgins 1978, p245
1331:Higgins 1978, p244
1217:Higgins 1978, p243
1062:Higgins 1978, p240
831:in a lease of the
267:Earl of Burlington
227:Brooklands station
18:
2099:Cumbrian Railways
2078:Cumbrian Railways
2067:. pp. 66–68.
2047:978-0-901461-21-6
1999:Richardson (1870)
1899:David and Charles
1843:The History Press
1820:David and Charles
1719:"Diary 1871–1873"
1666:978-0-9569709-0-9
1278:Owen (2002), p 28
1127:Duke of Buccleuch
705:Isaac Featherston
655:Mont Cenis Tunnel
581:was tried at the
360:Act of Parliament
352:Alexander Brogden
340:Barrow-in-Furness
215:Act of Parliament
74:
73:
2317:
2172:
2156:Mariner's Mirror
2149:
2136:
2127:
2118:
2116:
2114:
2089:
2088:on 3 March 2016.
2068:
2051:
2026:
2018:Railway Magazine
2011:
2002:
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1469:Arnold Chapter 1
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934:
758:: completed 1875
732:: completed 1875
675:Sir Julius Vogel
641:, W B Buddicom,
627:Sir James Hudson
384:Bessemer process
109:Joseph Whitworth
21:
17:
2325:
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2320:
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2265:Furness Railway
2210:
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2112:
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2059:
2057:Further reading
2054:
2048:
1954:
1935:
1927:. Vol. 3.
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856:the Netherlands
799:
671:
661:only £2,600 by
639:Thomas Crampton
607:
566:
540:
531:
479:
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434:
392:
369:
349:
263:Furness Railway
259:
254:
252:Work in Cumbria
143:
85:
27:Private company
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2177:External links
2175:
2174:
2173:
2163:(4): 319–327.
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2119:
2109:on 14 May 2008
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647:James Brunlees
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458:Broad gauge
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113:Westminster
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2214:Categories
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2113:5 November
2025:: 331–338.
1805:5 February
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872:Gelderland
841:Wednesbury
829:Mr McClean
797:Other work
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663:debentures
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189:Accrington
131:Lancashire
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1098:Gooderson
849:that town
688:Liverpool
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288:Ulverston
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193:Blackburn
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1863:RAIL 454
864:Nijmegen
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587:Assizes
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